WO2015005194A1 - Pneumatic tire - Google Patents
Pneumatic tire Download PDFInfo
- Publication number
- WO2015005194A1 WO2015005194A1 PCT/JP2014/067682 JP2014067682W WO2015005194A1 WO 2015005194 A1 WO2015005194 A1 WO 2015005194A1 JP 2014067682 W JP2014067682 W JP 2014067682W WO 2015005194 A1 WO2015005194 A1 WO 2015005194A1
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- WO
- WIPO (PCT)
- Prior art keywords
- groove
- circumferential
- tire
- vehicle
- land portion
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0306—Patterns comprising block rows or discontinuous ribs
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0327—Tread patterns characterised by special properties of the tread pattern
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0302—Tread patterns directional pattern, i.e. with main rolling direction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/0304—Asymmetric patterns
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0348—Narrow grooves, i.e. having a width of less than 4 mm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0341—Circumferential grooves
- B60C2011/0351—Shallow grooves, i.e. having a depth of less than 50% of other grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0339—Grooves
- B60C2011/0381—Blind or isolated grooves
- B60C2011/0383—Blind or isolated grooves at the centre of the tread
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0386—Continuous ribs
- B60C2011/0388—Continuous ribs provided at the equatorial plane
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C2011/0337—Tread patterns characterised by particular design features of the pattern
- B60C2011/0386—Continuous ribs
- B60C2011/0393—Narrow ribs, i.e. having a rib width of less than 8 mm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
- B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
- B60C11/03—Tread patterns
- B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
- B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
- B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
Definitions
- the present invention relates to a pneumatic tire having at least four main grooves extending in the tire circumferential direction on a tread surface. More specifically, the present invention relates to noise while maintaining both steering stability performance on a dry road surface and running performance on a wet road surface. The present invention relates to a pneumatic tire capable of improving performance.
- a lug groove or sipe extending in the tire width direction is formed to ensure drainage.
- a lug groove or sipe extending in the tire width direction is formed to ensure drainage.
- Patent Document 1 since there is a land portion where no lug groove is formed, it cannot be said that sufficient wet performance can be obtained. Moreover, although the rigidity of the land part can be secured by the small number of lug grooves, the feeling of response during steering by the lug grooves and the linearity of the rudder (linearity of the vehicle behavior with respect to the rudder angle at the time of steering) are insufficient. In particular, it becomes difficult to sufficiently improve the handling stability (dry handling stability) on the dry road surface. Therefore, further improvement for improving noise performance is demanded while achieving both dry performance and wet performance.
- An object of the present invention is to provide a pneumatic tire that can improve noise performance while achieving both stable driving performance on a dry road surface and traveling performance on a wet road surface.
- the pneumatic tire of the present invention has at least four main grooves extending in the tire circumferential direction on the tread surface, and a plurality of circumferential land extending in the tire circumferential direction between adjacent main grooves. Is formed with a shoulder land portion between each of the outermost main grooves in the tire width direction and the ground contact ends on both sides of the tire width direction, and the mounting direction with respect to the vehicle is designated.
- each of the plurality of circumferential land portions extends in the tire width direction and communicates with a main groove that is inward with respect to the vehicle when the vehicle is mounted.
- a plurality of lug grooves that terminate in the circumferential land portion without communicating with the grooves are formed at intervals in the tire circumferential direction.
- all of the lug grooves formed in the circumferential land portion open to the main groove that is on the inner side with respect to the vehicle when the vehicle is mounted, whereas Since it does not open in the groove, pumping noise and pattern noise during traveling are radiated inward with respect to the vehicle, and noise outside the vehicle can be reduced.
- the above-mentioned lug grooves are formed in all the circumferential land portions, rain water or the like interposed between the land portions and the road surface easily flows efficiently toward the main groove inside the vehicle during wet road running. Thus, the wet performance can be improved.
- all the lug grooves terminate in the circumferential land portion and do not divide the circumferential land portion, the rigidity of each circumferential land portion is ensured and the dry performance can be maintained.
- a circumferential narrow groove extending in the tire circumferential direction is formed at least in a shoulder land portion that is on the outer side with respect to the vehicle when the vehicle is mounted, and extends in the tire width direction. While opening, it is preferable to form the shoulder lug groove which does not open to the main groove at intervals in the tire circumferential direction. As a result, the air column resonance caused by the main groove is not radiated to the outside of the vehicle through the shoulder lug groove. On the other hand, the air column resonance caused by the circumferential narrow groove is small because the sectional area of the circumferential narrow groove is small. Since the sound is sufficiently low, noise outside the vehicle can be suppressed.
- the groove area ratio of the circumferential land portion on the outer side in the tire width direction is larger than the groove area ratio of the circumferential land portion on the tire equator side, and the groove area of the circumferential land portion on the outermost side in the tire width direction
- the groove area ratio of the shoulder land portion is preferably larger than the ratio.
- a shoulder lug groove that does not open in the main groove is formed at an interval in the tire circumferential direction, and extends in the tire width direction to at least a shoulder land portion that is on the inner side of the vehicle when the vehicle is mounted. It is preferable to form a sipe that opens to the ground end but does not open to the main groove.
- the lug grooves are preferably inclined in the same direction with respect to the tire circumferential direction.
- the shoulder lug groove is inclined in the same direction as the lug groove.
- FIG. 1 is a meridian cross-sectional view of a pneumatic tire according to an embodiment of the present invention.
- FIG. 2 is a front view showing a tread surface of the pneumatic tire according to the embodiment of the present invention.
- FIG. 3 is a front view showing an example of a tread surface of a conventional pneumatic tire.
- 4 is a front view showing a tread pattern of Comparative Example 1.
- FIG. 5 is a front view showing a tread pattern of Comparative Example 2.
- the pneumatic tire T is designated with respect to the mounting direction with respect to the vehicle, the symbol IN is the side that is on the inner side of the vehicle when the vehicle is mounted (hereinafter referred to as the vehicle inner side), Side (hereinafter referred to as the vehicle outside), the symbol CL represents the tire equator.
- the pneumatic tire T includes a tread portion 1, sidewall portions 2, and bead portions 3.
- a carcass layer 4 is mounted between the pair of left and right bead portions 3.
- the carcass layer 4 includes a plurality of reinforcing cords extending in the tire radial direction, and is folded from the tire inner side to the outer side around the bead core 5 disposed in each bead portion 3.
- a bead filler 6 is disposed on the outer periphery of the bead core 5, and the bead filler 6 is wrapped by the main body portion and the folded portion of the carcass layer 4.
- a plurality of layers (two layers in FIG. 1) of belt layers 7 and 8 are embedded on the outer peripheral side of the carcass layer 4 in the tread portion 1.
- Each of the belt layers 7 and 8 includes a plurality of reinforcing cords inclined with respect to the tire circumferential direction, and is disposed so that the reinforcing cords cross each other between the layers.
- the inclination angle of the reinforcing cord with respect to the tire circumferential direction is set in the range of 10 ° to 40 °, for example.
- a belt reinforcing layer 9 is provided on the outer peripheral side of the belt layers 7 and 8.
- the belt reinforcing layer 9 includes an organic fiber cord oriented in the tire circumferential direction.
- the organic fiber cord has an angle of, for example, 0 ° to 5 ° with respect to the tire circumferential direction.
- the present invention is applied to such a general pneumatic tire, but its cross-sectional structure is not limited to the basic structure described above.
- a plurality of (four in FIG. 2) main grooves 11 extending in the tire circumferential direction are provided on the outer surface of the tread portion 1 of the pneumatic tire of the present invention, that is, the tread surface 10. It has been.
- the main groove 11 has a groove width of, for example, 5 mm to 10 mm, and a groove depth of, for example, 5 mm to 10 mm.
- a plurality of (three in FIG. 2) circumferential land portions 12 extending in the tire circumferential direction are defined between adjacent main grooves 11. Further, on both sides of the tire equator CL in the tire width direction, a shoulder land portion 13 is defined between the outermost main groove 11 and the ground contact end E in the tire width direction.
- Each of the plurality of circumferential land portions 12 extends in the tire width direction and communicates with the main groove 11 on the vehicle inner side, but terminates within the circumferential land portion 12 without communicating with the main groove 11 on the vehicle outer side.
- a plurality of lug grooves 14 are formed at intervals in the tire circumferential direction.
- the lug groove 14 has a groove width of 2 mm to 10 mm, for example, and a groove depth shallower than the main groove 11, for example, 2 mm to 8 mm.
- the lug groove 14 having such a shape is opened only in the main groove 11 inside the vehicle and is not opened in the main groove 11 outside the vehicle, pumping noise and pattern noise during traveling radiate toward the inside of the vehicle. Will be. Therefore, the noise outside the vehicle is reduced and the noise performance can be improved. Further, since the lug grooves 14 having the above-described shape are formed in all the circumferential land portions 12, rain water or the like interposed between the land portions and the road surface is generated in the main groove 11 inside the vehicle when traveling on a wet road surface. It becomes easy to flow efficiently toward, and can improve wet performance.
- each circumferential land portion 12 has a rib structure extending continuously in the tire circumferential direction, Rigidity is ensured and dry performance can be maintained.
- a groove having a shape different from that of the lug groove 14 described above that is, a groove extending in the tire width direction and communicating with the main groove 11 on the vehicle inner side and the main groove 11 on the vehicle outer side is formed in the circumferential land portion 12.
- the flow of rainwater and the like is improved and the wet performance is improved, pumping noise and pattern noise during traveling are radiated to the outside of the vehicle, and noise outside the vehicle cannot be reduced.
- the circumferential land portion 12 is divided in the circumferential direction, the rigidity of the circumferential land portion 12 is reduced, and the dry performance is deteriorated. Therefore, it is preferable to provide only the lug groove 14 described above in the circumferential land portion 12.
- the lug groove 14 may be terminated in the circumferential land portion 12 as described above.
- the length L1 of the lug groove 14 projected in the circumferential direction is equal to the width L2 of the circumferential land portion 12. It may be 30% to 70%. In other words, the interval between the end portion of the lug groove 14 and the adjacent main groove 11 not communicating with the lug groove 14 may be 30% to 70% of the width of the circumferential land portion 12. If the length L1 is smaller than 30% of the width L2 of the circumferential land portion 12, the lug groove 14 is too small, and the effect of improving the drainage performance cannot be sufficiently obtained. When the length L1 is larger than 70% of the width L2 of the circumferential land portion 12, it is difficult to ensure sufficient rigidity of the circumferential land portion 12.
- the number of the main grooves 11 is not particularly limited as long as at least four main grooves 11 are formed. From the relationship between the drainage performance by the grooves and the rigidity of the tread surface, four main grooves 11 as in the embodiment of FIG. 11 is preferably provided. That is, it is preferable to partition and form three circumferential land portions 12 and one (two in total) shoulder land portions 13 on both sides in the tire width direction.
- the shoulder land portion 13 is preferably provided with a circumferential narrow groove 15 extending in the tire circumferential direction and a shoulder lug groove 16 extending in the tire width direction.
- the circumferential narrow groove 15 is a groove extending in the tire circumferential direction along the tire width direction outermost main groove 11 between the tire width direction outermost main groove 11 and the ground contact E.
- the groove width and the groove depth of the circumferential narrow groove 15 are preferably made smaller than the groove width and the groove depth of the main groove 11, for example, the groove width is 1 mm to 5 mm and the groove depth is 2 mm to 8 mm.
- the shoulder lug groove 16 has a shape that opens to the circumferential narrow groove 15 and the ground contact E, but does not open to the main groove 11.
- the shoulder lug groove 16 intersects with the circumferential narrow groove 15 and is adjacent to the circumferential narrow groove 15 and the circumferential narrow groove 15 (that is, the outermost tire width direction outermost groove). It terminates in a land portion that is partitioned between the main groove 11).
- a plurality of the shoulder lug grooves 16 are arranged at intervals in the tire circumferential direction.
- the groove width of the shoulder lug groove 16 is preferably 1 mm to 5 mm, and the groove depth is preferably 2 mm to 10 mm, for example.
- the shoulder lug groove 16 does not communicate with the main groove 11, so that the air column resonance sound caused by the main groove 11 is generated by the shoulder lug groove 16. Can be prevented from being emitted to the outside of the vehicle. Further, since the circumferential narrow groove 15 has a groove cross-sectional area smaller than that of the main groove 11, the air column resonance generated by the circumferential narrow groove 15 is sufficiently smaller than the air column resonance generated by the main groove 11. Even if the lug groove 16 communicates with the circumferential narrow groove 15, the noise outside the vehicle does not deteriorate. Therefore, noise performance can be improved.
- the circumferential narrow groove 15 and the shoulder lug groove 16 described above may be formed at least in the shoulder land portion 13 on the vehicle inner side, but preferably the shoulder land portions 13 on both sides in the tire width direction as illustrated in FIG. It is good to provide each.
- the groove area ratio of the circumferential land portion 12 and the shoulder land portion 13 is larger than the groove area ratio of the circumferential land portion 12 on the outer side in the tire width direction than the groove area ratio of the circumferential land portion 12 on the tire equator CL side. And it is preferable to have the tendency that the groove area ratio of the shoulder land portion 13 is larger than the groove area ratio of the circumferential land portion 12 on the outermost side in the tire width direction.
- the circumferential land portion 12 on the tire equator CL is a first circumferential land portion 12A, and the circumferential land portions 12 on both sides in the tire width direction are second circumferential land portions 12B.
- the groove area ratio of the directional land portion 12A is S1
- the groove area ratio of the second circumferential land portion 12B is S2
- the groove area ratio of the shoulder land portion 13 is S3
- the groove area ratio is S1 ⁇ S2 ⁇ S3. It is good to.
- the groove area ratio is included in each land portion (circumferential land portion 12, shoulder land portion 13) with respect to the area of each land portion (circumferential land portion 12, shoulder land portion 13) on the ground contact surface. It is a ratio of the total area of the lug groove 14 or the circumferential narrow groove 15 and the shoulder lug groove 16 (and sipe 17 described later).
- the ground contact area is defined as when the tire is filled with air pressure corresponding to the maximum load capacity specified by JATMA and placed vertically on a flat plate and a load corresponding to 80% of the maximum load capacity is applied. It is a ground plane formed on a flat plate.
- the shoulder land portion 13 on the vehicle inner side further extends in the tire width direction and the circumferential narrow groove 15. It is preferable to form a sipe 17 that opens to the grounding end E but does not open to the main groove 11. More preferably, as illustrated in FIG. 2, the sipes 17 may be arranged one by one in the middle between two adjacent shoulder lug grooves 16.
- the sipe 17 having such a shape, drainage performance during wet road running can be improved.
- the sipe 17 on the shoulder land portion 13 on the vehicle inner side the land portion on the vehicle inner side where the contact pressure increases when the negative camber is set can easily move, and uneven wear can be suppressed.
- the sipe 17 is a fine groove having a groove width of 0.6 mm to 1.2 mm and a groove depth of 1 mm to 5 mm.
- the lug groove 14 is preferably inclined with respect to the tire circumferential direction as illustrated in FIG.
- the inclination direction is preferably the same direction regardless of the position of the circumferential land portion 12 where the lug groove 14 is formed.
- the inclination angle ⁇ 1 of the lug groove 14 with respect to the tire width direction is preferably set to 15 ° to 45 °, for example.
- the shoulder lug groove 16 is also preferably inclined with respect to the tire circumferential direction as illustrated in FIG.
- the inclination direction of the shoulder lug groove 16 may be the same direction as the lug groove 14.
- the inclination angle ⁇ 2 of the shoulder lug groove 16 is preferably equal to or smaller than the inclination angle ⁇ 1 of the lug groove 14, for example, 15 ° to 30 °.
- the tire size is 215 / 45R17 87W, has the cross-sectional shape illustrated in FIG. 1, the basic tread pattern, the presence or absence of circumferential narrow grooves, the shape of shoulder lug grooves, the circumferential land portion (first circumferential land) , Groove area ratio of the second circumferential direction land part on the vehicle inner side, second circumferential direction land part on the vehicle outer side) and shoulder land part (vehicle inner side, vehicle outer side), presence / absence of sipes, inclination direction of the lug groove, lug groove Twelve types of pneumatic tires of Conventional Example 1, Comparative Examples 1 and 2, and Examples 1 to 9 in which the inclination direction of the shoulder lug groove with respect to the inclination direction of each was set as shown in Table 1 were produced.
- the pneumatic tire of Conventional Example 1 is a tire having a tread pattern illustrated in FIG. Specifically, it has four main grooves extending in the tire circumferential direction on the tread surface, and three rows of land portions are defined between adjacent main grooves. These three rows of land portions extend in the tire width direction and are divided in the circumferential direction by a plurality of lug grooves respectively communicating with the main grooves on the vehicle inner side and the vehicle outer side to form block rows.
- the shoulder land portion defined between the outermost main groove in the tire width direction and the grounding ends on both sides in the tire width direction also extends in the tire width direction and opens to the main groove and the grounding end respectively. Is divided in the circumferential direction to form a block row.
- the circumferential narrow groove is not formed in the shoulder land portion. Moreover, as shown in Table 1, the inclination direction of the lug groove is different for each land portion, and the inclination direction of the lug groove is opposite between adjacent land portions.
- the lug grooves formed in either the first circumferential land portion or the second circumferential land portion are arranged on the vehicle inner side and the vehicle.
- the first circumferential land portion or the second circumferential land portion is divided in the circumferential direction to form a block row.
- the first circumferential land portion is divided in the circumferential direction by a lug groove to form a block row
- the pneumatic tire of Comparative Example 2 FIG.
- the second circumferential land portion (the vehicle inner side and the vehicle outer side) is divided in the circumferential direction by lug grooves to form a block row.
- the tires of Comparative Examples 1 and 2 (FIGS. 4 and 5) have the same structure as the tire of Example 1 (FIG. 2) except for the points described above.
- the case where all the inclination directions of the lug grooves formed in the first circumferential land portion and the second circumferential land portion are aligned is “match”, the first circumference If the lug groove formed in either the directional land portion or the second circumferential land portion (vehicle inner side, vehicle outer side) is not aligned with the lug groove formed in the other circumferential land portions, ". Further, in the column “inclination direction of the shoulder lug groove”, the shoulder lug groove is also the lug groove when the inclination directions of the lug grooves formed in the first circumferential land portion and the second circumferential land portion are all aligned. The case of being inclined in the same direction is indicated as “match”, and the case of being inclined in a different direction is indicated as “mismatch”.
- Each test tire is mounted on a wheel with a rim size of 17 x 7 J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8 liters and an air pressure of 250 kPa.
- the passing sound was measured according to the measurement method based on regulations.
- the evaluation results are shown as an index with the conventional example 1 as 100, using the reciprocal of the measured value.
- a larger index value means less currency noise and better noise performance.
- Dry steering stability performance Each test tire is mounted on a wheel with a rim size of 17 x 7 J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8 liters with an air pressure of 230 kPa, and on a test course consisting of a dry asphalt road surface.
- the vehicle was run while changing in the range of 60 km / h to 140 km / h, and sensory evaluation was performed by three test drivers.
- the evaluation results were expressed as index values with the evaluation score of sensory evaluation indexed, with Conventional Example 1 taken as 100. The larger the index value, the better the dry steering stability performance.
- test tire is assembled on a wheel with a rim size of 17 ⁇ 7J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8L with an air pressure of 230 kPa, The vehicle was run while changing the speed within a range of 40 km / h to 80 km / h, and sensory evaluation was performed by three test drivers.
- the evaluation results were expressed as index values with the evaluation score of sensory evaluation indexed, with Conventional Example 1 taken as 100. The larger the index value, the better the wet steering stability performance.
- each of Examples 1 to 9 improved the noise performance and the dry maneuvering stability performance while maintaining a high wet performance as compared with Conventional Example 1.
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Abstract
Description
各試験タイヤをリムサイズ17×7Jのホイールに組み付けて、空気圧を250kPaとして排気量1.8Lの試験車両(前輪駆動車)に装着し、欧州通過音規制に対応したEEC/ECEタイヤ単体騒音規制に基づく測定方法に準拠して通過音を測定した。評価結果は、測定値の逆数を用い、従来例1を100とする指数で示した。この指数値が大きいほど通貨騒音が小さく、騒音性能が優れていることを意味する。 Noise performance Each test tire is mounted on a wheel with a rim size of 17 x 7 J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8 liters and an air pressure of 250 kPa. The passing sound was measured according to the measurement method based on regulations. The evaluation results are shown as an index with the conventional example 1 as 100, using the reciprocal of the measured value. A larger index value means less currency noise and better noise performance.
各試験タイヤをリムサイズ17×7Jのホイールに組み付けて、空気圧を230kPaとして排気量1.8Lの試験車両(前輪駆動車)に装着し、乾燥したアスファルト路面からなるテストコースにおいて、速度を60km/h~140km/hの範囲内で変化させながら走行させ、3名のテストドライバーによる官能評価を実施した。評価結果は、官能評価の評価点を指数化し、従来例1を100とする指数値にて示した。この指数値が大きいほどドライ操縦安定性能が優れていることを意味する。 Dry steering stability performance Each test tire is mounted on a wheel with a rim size of 17 x 7 J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8 liters with an air pressure of 230 kPa, and on a test course consisting of a dry asphalt road surface. The vehicle was run while changing in the range of 60 km / h to 140 km / h, and sensory evaluation was performed by three test drivers. The evaluation results were expressed as index values with the evaluation score of sensory evaluation indexed, with Conventional Example 1 taken as 100. The larger the index value, the better the dry steering stability performance.
各試験タイヤをリムサイズ17×7Jのホイールに組み付けて、空気圧を230kPaとして排気量1.8Lの試験車両(前輪駆動車)に装着し、水深2mm~3mmのアスファルト路面からなるテストコースにおいて、速度を40km/h~80km/hの範囲内で変化させながら走行させ、3名のテストドライバーによる官能評価を実施した。評価結果は、官能評価の評価点を指数化し、従来例1を100とする指数値にて示した。この指数値が大きいほどウェット操縦安定性能が優れていることを意味する。 Wet performance Each test tire is assembled on a wheel with a rim size of 17 × 7J, mounted on a test vehicle (front-wheel drive vehicle) with a displacement of 1.8L with an air pressure of 230 kPa, The vehicle was run while changing the speed within a range of 40 km / h to 80 km / h, and sensory evaluation was performed by three test drivers. The evaluation results were expressed as index values with the evaluation score of sensory evaluation indexed, with Conventional Example 1 taken as 100. The larger the index value, the better the wet steering stability performance.
2 サイドウォール部
3 ビード部
4 カーカス層
5 ビードコア
6 ビードフィラー
7,8 ベルト層
9 ベルト補強層
10 トレッド面
11 主溝
12 周方向陸部
12A 第1周方向陸部
12B 第2周方向陸部
13 ショルダー陸部
14 ラグ溝
15 周方向細溝
16 ショルダーラグ溝
17 サイプ
CL タイヤ赤道
E 接地端 DESCRIPTION OF SYMBOLS 1
Claims (7)
- トレッド面にタイヤ周方向に延びる少なくとも4本の主溝を有し、隣接する主溝間にタイヤ周方向に延びる複数本の周方向陸部が区画形成されると共に、タイヤ幅方向最外側の各主溝とタイヤ幅方向両側の接地端との間にそれぞれショルダー陸部が区画形成され、且つ、車両に対する装着方向が指定された空気入りタイヤにおいて、
前記複数本の周方向陸部のそれぞれに、タイヤ幅方向に延び、車両装着時に車両に対して内側になる主溝に連通する一方で、車両装着時に車両に対して外側になる主溝に連通せずに前記周方向陸部内で終端する複数本のラグ溝を、タイヤ周方向に間隔を開けて形成したことを特徴とする空気入りタイヤ。 The tread surface has at least four main grooves extending in the tire circumferential direction, a plurality of circumferential land portions extending in the tire circumferential direction are defined between adjacent main grooves, and each outermost portion in the tire width direction is defined. In a pneumatic tire in which a shoulder land portion is defined between the main groove and the ground contact ends on both sides in the tire width direction, and the mounting direction with respect to the vehicle is designated,
Each of the plurality of circumferential land portions extends in the tire width direction and communicates with a main groove that is inward with respect to the vehicle when the vehicle is mounted, and communicates with a main groove that is outward with respect to the vehicle when the vehicle is mounted. A pneumatic tire characterized in that a plurality of lug grooves that terminate in the circumferential land portion without passing therethrough are formed at intervals in the tire circumferential direction. - 前記周方向陸部のそれぞれに前記ラグ溝のみを形成したことを特徴とする請求項1に記載の空気入りタイヤ。 The pneumatic tire according to claim 1, wherein only the lug groove is formed in each of the circumferential land portions.
- 少なくとも車両装着時に車両に対して外側になるショルダー陸部に、タイヤ周方向に延びる周方向細溝を形成すると共に、タイヤ幅方向に延び、前記周方向細溝と接地端とに開口する一方で、前記主溝に開口しないショルダーラグ溝を、タイヤ周方向に間隔を開けて形成したことを特徴とする請求項1又は2に記載の空気入りタイヤ。 While forming at least a circumferential narrow groove extending in the tire circumferential direction on the shoulder land portion that is on the outer side with respect to the vehicle when the vehicle is mounted, while extending in the tire width direction and opening to the circumferential narrow groove and the ground contact end The pneumatic tire according to claim 1, wherein shoulder lug grooves that do not open in the main groove are formed at intervals in the tire circumferential direction.
- タイヤ赤道側の周方向陸部の溝面積比率よりもタイヤ幅方向外側の周方向陸部の溝面積比率が大きく、且つ、タイヤ幅方向最外側の周方向陸部の溝面積比率よりもショルダー陸部の溝面積比率が大きいことを特徴とする請求項1,2又は3に記載の空気入りタイヤ。 The groove area ratio of the circumferential land portion outside the tire width direction is larger than the groove area ratio of the circumferential land portion on the tire equator side, and the shoulder land is larger than the groove area ratio of the outer circumferential land portion of the tire width direction. The pneumatic tire according to claim 1, wherein the groove area ratio of the portion is large.
- タイヤ幅方向両側の前記ショルダー陸部に、タイヤ周方向に延びる周方向細溝を形成すると共に、タイヤ幅方向に延び、前記周方向細溝と接地端とに開口する一方で、前記主溝に開口しないショルダーラグ溝を、タイヤ周方向に間隔を開けて形成し、且つ、少なくとも車両装着時に車両に対して内側になるショルダー陸部に、タイヤ幅方向に延び、前記周方向細溝と接地端とに開口する一方で、前記主溝に開口しないサイプを形成したことを特徴とする請求項1~4のいずれかに記載の空気入りタイヤ。 While forming circumferential narrow grooves extending in the tire circumferential direction on the shoulder land portions on both sides in the tire width direction, the circumferential narrow grooves extend in the tire width direction and open to the circumferential narrow groove and the ground contact end. Shoulder lug grooves that do not open are formed at intervals in the tire circumferential direction, and extend in the tire width direction to at least a shoulder land portion that is inward of the vehicle when the vehicle is mounted. The pneumatic tire according to any one of claims 1 to 4, wherein a sipe that is open to the main groove but not to the main groove is formed.
- 前記ラグ溝がいずれもタイヤ周方向に対して同じ方向に傾斜していることを特徴とする請求項1~5のいずれかに記載の空気入りタイヤ。 The pneumatic tire according to any one of claims 1 to 5, wherein all of the lug grooves are inclined in the same direction with respect to the tire circumferential direction.
- 前記ショルダーラグ溝が前記ラグ溝と同じ方向に傾斜していることを特徴とする請求項6のいずれかに記載の空気入りタイヤ。 The pneumatic tire according to claim 6, wherein the shoulder lug groove is inclined in the same direction as the lug groove.
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JP2015526282A JP6436080B2 (en) | 2013-07-12 | 2014-07-02 | Pneumatic tire |
CN201480021962.3A CN105358339B (en) | 2013-07-12 | 2014-07-02 | Pneumatic tire |
DE112014003255.7T DE112014003255B4 (en) | 2013-07-12 | 2014-07-02 | tire |
US14/904,675 US11135879B2 (en) | 2013-07-12 | 2014-07-02 | Pneumatic tire |
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JP (1) | JP6436080B2 (en) |
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JPWO2015005194A1 (en) | 2017-03-02 |
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US20160144665A1 (en) | 2016-05-26 |
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US11135879B2 (en) | 2021-10-05 |
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